Same here, I went from sub 200@0.050 to a 234/255, and made peak torque 500rpm earlier also lifted peak power from 6300 to 7400rpm. Went from a 12.3@112 to a 11.8@117.8 just from cams, n/a. Valve events can do amazing things if you get them right, Duration is merely target rpm band, the magic is in the ICL and ECL

This isn't even remotely close to surprising, much less shocking, to anyone who knows cam design. The only event that really matters is IVC. Everything else has disproportionately less effect. This test is just another solid proof of what actual cam designers have known for a very, very long time.

Sounds about right to me. maybe another 10% to get back to engine numbers. It actually makes bang on the same peak torque as my good engine, just doesn't hold it as long. Thanks!

Yeah it isn't uncommon with over 200hp, N/A, at the wheels, for race cars, it's not that it's hard to do with street cars but very very expensive and doesn't last long because it's tuned to the max come hell or high water. But with this custom VVT-i it's actually possible and that's why I'm so giddy about it! They almost got into freevalve control before someone decided no more ICE (Internal Combustion Engine). A small consortium of Japanese car makers is trying (I think Toyota is one of them), because they know they can get more out of ICE.

@@ToreDL87 Koenigsegg has freevalve on their Gemera, so yeah freevalve has been implemented.

@@sepg5084 Yeah it's like with many super/racecar technologies, have to wait a bit before we can all use it.

on NA engines exhaust vvti doesn't do much. with a turbocharger: absofckingloutely YES.

@@casemodder89 big cams benefit from VVT-I quite a bit as well. Look at how much lift modern engines use, for example, the the 2GR-FE toyota V6

@@inaNis_ big cams ? in the first post that i replied to you wrote dual vvti ! so both camshafts variable - which is about pointless on NA engines.

@@casemodder89 the exhaust cam doesn't matter as much on an NA motor, yes, but non adjustable exhaust is still a compromise as compared to a full variable exhaust. Plus, who wouldn't want to say they have a dual VVT-i 4A-GE? I see your point though, even on turbo motors, exhaust VVT-i doesn't do as much as the intake cam does.

​@@inaNis_ Toyota developed the original Dual VVT-i for better emissions and catalytic converter heating, which I assume isn't the concern of this build lol. It kinda did increase the power output of engines because they didn't need to detune the engine as aggressively to meet the emissions standards compared to a single VVT-i engine. For race engines (such as the 2UR-GSE on RC-F GT3) they removed the exhaust VVT to reduce weight since they are not concerned with emissions.

Yeah considering tuned 4age's usually have a powerband of namely all of 30rpm, this is really good!

This is very good. His videos also showed the exhaust side VVT isn't as significant as the intake side VVT. So the entire camshaft being under VVT control in a single cam in block isn't such a penalty as the uninformed might think.

It's all about who you know, not what you know is wrong with your car

Yeah i set the max pulley advance mechanically, just before piston to valve contact. hence why the first 15 degrees or so, is to retarded for any rpm

Ha! I wondered what that noise was when doing the edit. its one of the screws for the cop plate

If your running alpha n (tps vs rpm) tune. You can get really far just by looking at the afr change. I based all my changes on that pre dyno. in most cases, when afr goes leaner means your making more power

Also interested in this

X3 and yes please and thank youuuu

Интересно, на шеснарь можно ГБЦ от 21179 с фазокрутилкой вкорячить или нет.

You can use 7a block :)

I can't give you the straight answer you are after. as haven't dont anything on your engine. But your on the right track measuring things up an comparing to the factory cams. not all cam manufacturers get it right or are working to limitation in regards to the cam timing. It does sound to me that it needs more advance on the inlet at least. but be sure to find where you piston to valve contact is before committing to anything. assuming your cam pulley is an on/off deal not fully variable? which makes things a little tricky to get right if you only have one shot at it. Ideally you will want to get some data on what its like currently with vtc on/off through out the rev range. be it dyno runs or fuel used vs afr. Also It may not even be an issue with the cam timing. some engines will lose at stack of low end power with bigger cams. which is usually and exhaust/header issue

@@Garage4age Yeah noone said it would be easy. Hey cheers for the reply. The headers are unequal length but are not half bad, and relatively free-flowing exhaust using one of Vizards designs (using a suitable expansion chamber after the headers). The inlet manifolds on these engines are hideous to look at, but have long runners. Yes was going to see how much advance I can get away with before things get too close. For a smaller grind the idle seems quite lumpy to me, and have been unable to completely get running absolutely smooth below 2K. Running a bit rich and retarded a little with some 'over-run' fuel has helped heaps, but still very slight bucking even up at 1800rpm. Pretty good, but still slightly noticeable. For a jap 4.5 v8 it was exceptionally torquey before, surprisingly so, however 6k it felt like it rolled over. Now it's peak power is at around 6900rpm. Power comes on strong at around 3.5k or just above. I agree with you saying it may need some more advance on the inlet cams after how yours performed in your video. Also factory VTC point was 4600rpm, on dyno mine wanted 5600rpm, also supporting the idea that the engine was 'seeking' more advance rather than retard (I think?). Yes just 20deg adv or 0. At 2-3K it's slightly flat, though in a lighter car so driveable, but was great before in this range. WIll be pulling the motor this winter and will see where things are at, and will pick your brains then...no pressure haha. Engine's a VH45DE, headers, free-flow inlet, factory manifold (for now), headers, 2 x 2.5" with freeflow mufflers, car is a 2 seater 300zx. Hey thanks heaps again. Lincoln.

The 20v had VVT, but no VVT-I, he made it

It’s a JZ VVTi cam gear he’s retrofitted onto this 4A-GE. Previously, he retrofitted a VVT cam gear from a 20v on this motor

@@inaNis_ how is that done is it easy to do so on 20v st?

@@marlo0oty213 well basically you have to engineer a block and some hoses that will feed oil to the cam gear. It is not easy to do and requires precise machining and intricate machining

@@inaNis_ yea thats what i though about at first because the vvti isnt just powered by only some solonied. I guess its hard but if your rebuilding and an engine its gonna be worth every penny spent. Its like 4age-zz if you understand me😂😂

Yeah vvti everything once im happy with the setup and reliability

Surprisingly, most tuners make bad decisions based on hearsay and blind arrogance. They are always right. Best to have an open mind.

Kinda annoying seeing it get removed. even on massive cams can be used to advantage. just need to put some effort into limiting the vvti mechanically, so pistons dont eat the valves

@@Garage4age how would you go about mechanically modifying vvti ? Open up and modify sprocket, restrict oil flow ? Setting you've done before curious about the testing process

@@joelucas6601 depends on the design of the pulley. a lot of them can open up and put a stopper in. some setups will get away with just skipping a tooth back on belt or chain. mine, since ive done some butchery to the pulley to mount a different cam gear on it. i can bolt the outer pulley on in different locations to adjust the max advance a small amount at a time. so yeh ive just set max advance on the pulley just before piston to valve contact. it has too much retard fully retarded as can see in video, but doesn't really matter, since nothing is going to get munched that going way

@@Garage4age I was wondering how you protected yourself against valve interference, I was wincing and getting nervous everytime you advanced the timing another 10 degrees. "Surely he won't do another run, he's not going to go more than 40 degrees is he?" etc

the most important timing event is intake valve closing moment so at lower rpm it is better to close the intake early and not let air escape back in to intake as the piston starts to rise too much before valve closing and at high rpm the air speed and inertia in the intake runner force air in to the cylinder even when the piston is rising. overlap is what makes idle ruff and helps at cylinder filling and with wild cams with low overlap the idle is still good.

more inlet advance will give more bottom end and midrange. under around 2000rpm the engine will run rough, but soon as have a little air speed will gain power. if exhaust setup is bad, will get reversion with cam overlap so can loose power in some cases. this setup is pretty good in that respect. so doesn't have the big dip in bottom end like a lot of engines do with cam overlap. 4age's are pretty bad for it, if get it wrong. exhaust cam usually fairly numb to where the inlet is set. usually just set the inlet for best power compromise on fixed setup. then have a play with exhaust cam.

Probably only 30mins on this engine if clearances are right. has no covers or backing plates to deal with. so just loosen cam belt, cam cover off and unbolt. the vvti setup makes it take quite a bit longer though.

Easy you stick the cams through the oil inlet like shown in the video

the 20v vvt isn't too bad, gets you most of the way there!

@@Garage4age true but most of the way isn't all the way, and as you say "i want it all son!"

@@matthewbussy Ha, fair enough i did the same

...and intake and exhaust header...

Still the modified stock valve bigport head yes. Head on other engine actually has that work done to it. smallport head with oversized seats and supertech valves, bigger cams etc. Can bee seen in my earlier vids, makes a bit over 150kw. I built the turd to test the vvt-i on, just took longer than expected and got out of hand along the way. once its proven reliable will swap the other engine back in. I want to build a proper long rod bottom end to go under that head. But things are bit grim budget wise. so that will have to wait

Ooww... Big Port Formula Atlantic Vrs Small Port Formula Atlantic... Hehe, good stuff. Understand the budget side of things!

4age basically the same setup on exhaust side. so yeah would swap over to the exhaust side with some small changes to design. But have seen what possible gains there are, by adjusting the cam gear on that side. only a very little bit in it. not worth the complexity and demand on oil pump.

Hi, Its setup so pulley gets to end of its travel before any contact.

I'm sure you could make it back out of the armco with 138kw.

@@Garage4age 😂 Yeah my KP never survived 50kw with my idiot driving.

@@MaggieCat83 Ha! by idiot you mean amazing

I've been using the trd gaskets for 10 years or so, n/a and turbo. no issues. same design as all the other msl gaskets. Will see how oiling goes, not showing any signs of issues yet. They love to fill the head with oil at high rpm. but assuming they aren't talking about that, as can be addressed without running a dry sump.

@@Garage4age They were talking bearings.

@@Garage4age how to get rid of the oil filling up the head? I'm guessing drilling the drains bigger?

@@J3n555 Thats how it's done on most engines. Don't know the 4age specifically. Saw a i4 ford head with an external drainback in a race car once.

@@nobodynoone2500 iirc smallports heads have bigger drains compared to a bigport one, I've seen some pictures of similar mod being done to a bigport head.

Pretty much end of the road for this engine. maybe test a couple more things and reliability test the vvti setup. then other engine will be going back in. it has beehive springs, ti retainers and shimless buckets, so valvetrain probably a bit lighter even though has oversized valves

True, I dont think people realize how good the power curve on this thing is compared to your average tuned 4age. The blue line on this graph is a guys 4age i did the tune on awhile back. on paper mostly the same mods, minus long rod bottom end and vvti of course. Same cams. garage4ag.files.wordpress.com/2022/04/stock-ish-turd-vs-vvti-284-284-v-zac.jpg

have done it before but not on this engine or videos about it. was decent gains just doing the intake. still not as much as both

Ex

stock cams they are. not with bigger the cams. max advance is setup just before piston to valve contact. I have lots of videos on trumpets. variable setup will happen some time in the future

@@Garage4age i am also interested in making a variable length trumpet system. It seems that the challenge is finding a stepper motor that is powerful and fast enough (and not ridiculously priced). Trumpet sealing should be good enough.

@@Flank.Sinatra. From the testing ive done there isn't a whole lot to gain on a telescopic fully variable setup over length sized fixed runner, unless have lots of room. or your engine is operating at much higher rpm. for example my runners are tuned for the 8000-8500peak. they are longer than most setups can fit already. to get gains down the rpm the would need to extend out longer than current length. The setup I want to do will change the diameter at low rpm to increase air speed. but even then there isnt big gains to be had. one of the reasons it hasn't made it back to the top of my list since forever ago. (if youre bored go back to the very first video on my channel)

I haven't done one on that. but this video will give you a pretty good idea when should be looking at going bigger. as can see where runner sizes limit power. kzfaq.info/get/bejne/jcVdZ6SJrLrUiZc.html

Cost wise thats about 3-5k...

Not a fan of the stoker stuff, but that's just me. rather all the revs. 7a will pull the power down the curve a bit